Development of a mathematical model and analysis of the impact of fuel system malfunctions on the dynamics of the diesel engine

Kamil Khafizov; Artur Timirzyanov; Ramil Khafizov

doi:10.15282/ijame.23.3.2026.4.1040

Authors

Kamil Khafizov Kazan State Agrarian University, 65 Karl Marx St., Kazan, 420015, Russia , Kazan State Agrarian University
Artur Timirzyanov Kazan State Agrarian University, 65 Karl Marx St., Kazan, 420015, Russia , Kazan State Agrarian University https://orcid.org/0009-0007-5442-9047
Ramil Khafizov Kazan State Agrarian University, 65 Karl Marx St., Kazan, 420015, Russia , Kazan State Agrarian University https://orcid.org/0000-0002-9098-0692

DOI:

https://doi.org/10.15282/ijame.23.3.2026.4.1040

Keywords:

Diesel engine, Diagnostics, Mathematical modelling, Fuel system, Rotational unevenness, High-pressure fuel pump (HPFP)

Abstract

Conventional diagnosis of mechanically governed diesel fuel systems requires removal and bench testing of pumps and injectors, whereas existing non-intrusive methods rarely relate crankshaft-speed features to specific physical faults. This study develops an integrated model of the MMZ D-243 four-cylinder diesel engine to quantify how wear and malfunctions in its fuel system distort crankshaft rotation. A single-zone first-law cylinder model with Wiebe heat release is coupled to slider-crank dynamics and parametric sub-models of the in-line UTNM pump, hydromechanical injectors, and air path. Seven fault families are simulated in MATLAB from idle to rated speed and from 30% to full load. Faults that unbalance cyclic fuel delivery dominate the coefficient of rotational unevenness: single-section plunger wear increases it by 19.6%, pump-section maladjustment by 13.6%, and delivery-valve leakage by 9.3%. Uniform air or fuel starvation reduces the coefficient slightly but decreases power by up to 32%. Wall-heat-transfer, operating-point, sensitivity, and Monte Carlo analyses preserve the fault ranking. A cylinder-resolved peak-acceleration ratio separates the faulty and healthy cases by approximately eight standard deviations, whereas the global coefficient provides only about two. A diagnostic threshold of 0.94 is therefore proposed for cylinder-by-cylinder screening.

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